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4 Sheets-Sheet 1.

(No Model.)

0. D. ORVIS & N. B. ADAMS.

CABLE RAILWAY.

Patented Aug. 4, 1885.

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4 Sheets-Sheet 2.

(Na Model.)

0. D. ORVIS & N. B. ADAMS.

CABLE RAILWAY.

Patented Aug. 4, 1885.

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(No Model.) 4 Sheets-Sheet 3.

0. D. ORVIS & N. B. ADAMS.

CABLE RAILWAY.

No. 323,593. Patented Aug. 4, 1885.

I r" m 1 (No Model.) 4 Sheets-Sheet 4.

0. D. ORVIS & N. B. ADAMS CABLE RAILWAY.

No. 323,593. Patented Aug. 4, 1885.

lUNiTED STATES PATENT QFFiQEQ ()ltltli l). ORYIS AND NELSON B.

ADAMS, OF NEW YORK, N. Y.

CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 323,593, dated August 4, 1885.

Application filed November 18, 1884.

1'19 rtlll/ whom, zit nuty concern.-

.Be it known that we, OREL D. Guns and Nansen l Aunts, both of the city and county of New York, in the State of New York, have invented a new and useful Improvement in (able Railways, of which the following is a specification.

Our invention is more particularly intended as a substitute for surface or street railways in which the ears are drawn by horses, and relates to railways along which the cars are drawn or propelled by an endless cable moving in a tunnel or trough laid bet-ween the track-rails and communicating with the surface by a. narrow slot or channel in which moves the plate or piece which forms the conneetion between the moving car above the tunnel or trough and the grip mechanism in the tunnel or trough. 1n railways of this class the cable is supported by and travels upon supporting sheaves or pulleys in the tunnel or trough. These cable-supporting sheaves have to be arranged at short distances apart say, about fifty feet, more or less and they have commonly been supported in fixed bearings, and have had to be so arranged as to be readily accessible for the purpose of frequently oiling their bearings. Ordinarily it has been necessary to construct a deep and expensive tunnel of iron and concrete, with man-holes leading from the street-surface, at short distances apart, for the purpose of gaining access to the eablesnpporting sheaves or pulleys to oil them, and to inspect or renew them or their bearings,when worn, so as to be unfit for use. Not only is such a structure expensive and the man-holes and covers along the street-surface objectionable, unsightly, and dangerous, but when such a structure is to be built along a street to take the place of a horse-car railway already in operation, it becomes necessary to construct a temporary side track along the line of road for the use of horse cars while the cable-railway structure is being prepared. The cost of laying such temporary track, which must be afterward torn up and the street-pavement restored to its original condition, is almost as great as the original cost of laying the permanent horsecar track; and in streets which are already occupied by elevated and surface railways it is .in many cases impossible to lay a temporary (No model.)

horse-car track while the cable-railwaystructure is being substituted for the original horsecar track, and in these cases traffic by the surface roads must be entirely suspended while the cablerailway structure is being prepared. Recognizing these great difficulties in the way ofsnbstituting the cable-railway systems heretofore known for the old horse-car railways, we have devised a system of cable-supporting pulleys which renders it unnecessary to have a large, deep, and expensive tunnel and manholes and covers at short distances apart, and which enables us to substitute therefor a shallow and narrow trough requiring an excavation of only about eighteen inches or two feet deep by one foot wide, and to bring all the supporting sheaves or pulleys in succession to one or more places along the line where they may be inspected, oiled, and renewed, if desired.

In railway structures of this class as heretofore constructed it has been exceedingly difficult to maintain the longitudinal slot whereby the tunnel or trough communicates with the st reet-surface at the uniform and desired width; and as both this slot and the plates which move therein are very narrow or thin, the slot being only about one-half of an inch wide, the plates have been apt to bind or stick in the slot and entail great difficulty and delay and frequent brcakages in operating cars. Recognizing this difficulty, we have combined with the abovedescribed tunnel or trough a novel system of struts or braces and tie-rods, whereby the two irons which form the sides of the slot are held forcibly apart by the weight upon the rails and are prevented from coming together or toward each other as the center of the street between the rails settles.

For new roads and lines of travel our inventi on has great ad vantages, because of the cheap ness of construction, the dispensing with man holes and covers in the street, and the rigidity with which the parts are held in proper position and the longitudinal slot maintained straight and of uniform width.

the road being reconstructed and completed, ready for operation by cable, without discontinuing the running of cars by horses and without laying any temporary side tracks.

Our invention consists in the combination, with a tunnel or trough, and cable arranged to work therein, of a chain or system of cablesupporting pulleys or sheaves and trucks separate from and supporting the cable, and capable of movement in the tunnel or trough independcntly of the cable. The chain or system of sheaves or pulleys may consist of asuitable number of little trucks or frames, in each of which is journaled a cable-supporting sheave, or two cable-supporting sheaves if a double cable is employed, and each of which is supported on wheels or rollers. The trucks are connected at suitable distances apart by chains, ropes, or other flexible connections, the whole forming'a chain or system which may be moved independently of the cable to bring the sheaves or pulleys successively to a position where they may be oiled or inspected. The chain or system of supporting sheaves orpulleys may be moved along as the cable moves and at a slower or equal speed; or the said chain or system may remain motionless when the cable is in use, and be moved for the purpose above described only when the cable is at rest.

The invention also consists in the combination, with the track-rails and a tunnel or trough for a cable between them, of struts or braces supporting the rails at theirouter ends and "extending inward and downward to the tunnel or trough, and tie-rods orbolts extend ing from the irons which form the slot at the upper part of the tunnel or trough to the outer ends of said struts or braces, and provided with screw-threads. and nuts capable of adjustment to put tension on the tie-rods to draw orstrain apart the irons forming the slot.

The invention also consists in various other novel combinations of parts hereinafter described, and pointed out in the claims.

In the accompanying drawings, Figure 1 rep resents a longitudinal vertical section of portions of a railway structure embodying our invention. Fig. 2 is a longitudinal horizon-.

tal section thereof, supporting-sheaves being provided for a single cable only. Fig. 3 rep resents a transverse section, upon a larger scale, of a railway structure illustrating our invention as applied to a new structure, a single cable only being represented. Fig. 4 is a horizontal section similar to Fig. 2, but representing supportingwsheaves for two cables. Fig. 5 is a transverse section on the same scale as Fig. 3, illustrating our invention as applied to a horse-railway structure already constructed, and representing only one cable and its supporting-sheaves. Fig. 6 is a section similar to Fig. 5, representing two cables and their supporting-sheaves; and Fig. 7 is a view similar to Fig. 6, showing-a modification of our invention.

Similar letters of reference designate corresponding parts in all the figures.

other direction.

Referring first to Figs. 1, 2, and 3, A A, Fig. 3, designate the two track-rails, which are of considerable depth and have at their bottoms basetlanges a, whereby they are sup ported. Between the two rails we excavate a trench, which need only be about one and one-half or two feet deep by one foot wide, and therein we lay a small tunnel or trough which communicates with the street-surface only by a narrow longitudinal slot, 1). This tunnel or trough may be of any suitable construction; but as here shown it consists of a base-plate or soleplate, B, side plates or pieces, B B, having at their bottom edges flanges a, through which rivets or bolts 0* are inserted for securing them to the plate B, and bars or beams B of rolled iron. which are riveted or bolted to the pieces B and have at their upper edges inwardly-projecting flanges b, forming between them the slot 1).

The several parts composing the tunnel or trough may be made in sections of suitable length and bolted or riveted together, so as to break joints one with another, and in this way a continuous structure of great stiffness will be formed. The base-flanges a of the rails A rest in seats a, formed in the outer ends of struts or braces G, which extend from said rails downward and inward toward the trough or tunnel and are secured to the sides B thereof. At the outer ends of said struts or braces C, and in this example of the invention passing directly through them,.a-re tie-bolts D, which extend to the irons B and serve to prevent the movement of said irons B inward toward each other, as well as to prevent the spreading of the ends of the struts or braces O, 011 which the rails A are supported.

By the tie-rods D we connect those parts which would be apt to give downward and outward under weight on the railsi. 6., the outer ends of the braces or struts Cwith those parts which would naturally tend to move inward by the settling of the street under traffic-- 2'. 0., the irons B and in this way we form a strong and simple triangular supper-t for the rails, .and at the same time hold the irons B against movement toward each other and preserve the slot 1) straight and uniform in width. The tie-rods D are provided at their outer ends with screw-threads and nuts, and by screwing up the nuts the tension on the rods may be increased and the irons B may be drawn or strained apart to maintain the width of the slot 1). The paving-blocks E fill the space between the rails A and the slotirons B F designates the cable, which will be endless, one portion thereof extending through the tunnel or trough shown, and the other and oppositelymoving portion extending through a parallel tunnel and serving for traffic in the WVe have also represented in part the grip devices G, which are coir nected with the car by a thin plate, G, moving in the slot 1), and form no part of our present invention.

roo

H designates the sheaves 0r pulleys for sup porting the cable in its travel, and which should be about fifty feet apart, more or less. These sheaves are not arranged in stationary or fixed bearings, as is usual, but each sheave is journaled in a little truck or frame, I, which has wheels or rollers 1 adapted to run upon the sole-plateB ot' the tunnel, as best shown in Figs. 2 and 3.

The trucks or frames I for the cable-sup porting pulleys or sheaves H may be flexibly connected by wire ropes, chains, or other analogous connections, J, and they preferably form an endless chain or system of cable-supporting pulleys or sheaves which properly support the cable F in its travel, but whichis capable of movement independently of the cable. The cable F may be passed around and operated by a driving-drum in the usual way; and the chain or system of cahle-supporting pulleys may be carried around adru in or sheave having cavities or notches in its perimeter to receive the trucks I I, and capa ble of being thrown into gear with the driving-engine, and operated thereby, orof being driven by an independent engine when desired. In any case the cable runs over the supporting-sheaves H as over the sheaves in fixed bearings, and is in every respect as independent ofsaid sheaves. When the cable is in operatiomthe chain or system of sheaves l-I may be motionless as regards longitudinal travel, and when the cable is stopped this chain or system of supporting-sheaves may be set in motion and moved along to bringall its sheaves in succession pasta point or points where they may be lubricated, inspected, and, if necessary, repaired or renewed.

The chain or system of sheaves H may, if desired, be operated while the cable is in op eration and at aspeed slower than or equal to the speed of the cable.

By the arrangement and combination with the main cable of an independent chain or system of supporting sheaves or pulleys we are enabled to almost entirely dispense with man-holes and covers in the streets.

To keep the tunnel or trough free from dirt which must enter through the slot 22, we may attach brushes (1 to the trucks or frames I, as is shown in Fig. 1; and as the chain orsystem of supportingsheaves is moved along these brushes sweep the bottom of the tunnel or trough and move the dirt and refuse to a low place or places in the tunnel or trough where there is an escape aperture or pipe, 6, for dirt and for water which may drain in through the slot b. The bottom of the tunnel or the sole-plate B is left continuous in the line of travel of the wheels or rollers I to afford continuous bearing-surfaces therefor, as shown in Fig. 2. This tunnel or trough, as is usual in railway structures of this class, follows closely the grade of the street, and consequently at low points in the street the cable F rises from the sheaves H, and has a tendency to crowd up into the slot 1). To prevent this we an range upper pulleys, f, at the low points, as shown in Fig. 1, which hold the cable out of contact with the top of the tunnel. As the grip G has the cable, it raises it clear of the sheaves H, as shown by dotted lines in Fig. l, and as the grip passes the stationary upper pulleys, f, it depresses the cable below them.

Fig. 4 differs from Fig. 2 only in having two cable-supporting sheaves H in each truck or frame I, thereby enabling the chain or sys tem of supporting-sheaves to support two parallel cables, if two are used in one tunnel.

YVe will now describe Figs. 5 and 6, which illustrate our invention as embodied in a structure which has been altered from a horserailway, the only difference between the two figures being that Fig. 6 represents the small trucks I as each provided with two cablesupporting pulleys H, a double-grip mechanism, G, and the tunnel or trough as made correspondingly wider. In this example of curinvention we employ the same rails A, stringers K, and cross-ties L which were employed in the original horse-railway structure, the whole being left intact, except that we cut the cross-ties L and support the adjacent ends upon flanges or brackets 9, cast or formed upon the outer sides of the pieces B. The flanges or brackets 9 project laterally from the outer sides of the pieces B, and their upper surfaces form flat hearings or supports on which the ends of the sections of the wood cross-tie L are properly supported. The struts or braces G are here made of wood, and at their outer ends they support the rails A, through the stringers K, the ends of said struts or braces 0 being notched at h to fitthe under side of the stringers between the cross-ties L. The tie-rods D here extend through the string ers K, and through them are connected with the outer ends of the struts or braces O. The paving-blocks E are laid between the stringers and irons B in the usual way.

In all the examples of our invention the sheaves H may be self-oiling, and are shown in Figs. 5 and 6 as having oil-chambers i in their hubs. This form of ourinventionis applicable to the reconstruction of street-railways without discontinuing the use of cars drawn by horses, the tunnel or trough being laid in sections, and the work being continued until the whole line is prepared for operation by cable. Even then the change from horses to cable for propelling the cars need not he made universal and all at once, for the running of cars by horses can continue and the cars be altered gradually to adapt them for operation by cable.

In the example of our invention shown in Fig. 7 the construction is similar to that shown in Fig. 6 in many particulars, and dif fers therefrom principally in not having the rolled irons B at the top, forming the two sides of the slot 1), and in having the side pieces or plates, B, continued, and having formed integral with them the inwardly-projecting flanges b which form the sides of the slot. By this construction we are enabled to make the tunnel or trough shallower than in the previously-described examples of our invention by a difference about equal to the depth of the pieces B before described. The side pieces, B, may be made wholly of castiron, and the tops of the flanges Z) may be roughened or serrated to give horses a firm foothold and prevent their slipping. \Vith this construction atrench eighteen inches deep will suflice. In this example of our invention, also, the stringers K, which support the rails, have braces or struts 0 extending from them to the tunnel, and tie-rods D, ex-

; tending from them to the upper part of the side pieces, B, and the same letters of reference refer to the same parts in this as in the preceding figures.

\Vhat we claim as our invention, and desire to secure by Letters Patent, is-

1. The combination, with a tunnel or trough, and a cable arranged to work therein, of a chain or system of cable-supporting sheaves or pulleys, and trucks or frames therefor separate from and supporting the cable, and capable of movement in the tunnel or trough independently of the cable, substantially as and for the purpose herein described.

2. The combination,with a tunnel or trough, and a cable arranged to work therein, of ca ble-supporting sheaves or pulleys, trucks or frames wherein they are journaled, and ilcxible connections between the trucks or frames, the whole forming a chain or system of cablesupporting sheaves movable independently of the cable, substantially as herein described.

3. The combination, with the tunnel or trough,and cable F therein, of the sheaves H, the frames 1, and their wheels I, carrying the said sheaves, and flexible connections J between the frames I, the whole forming a chain or system of cable-supporting sheaves movable independently of the cable, substantially as herein described.

4. The combination,with atunnel or trough, and a cable arranged to work therein, of a chain or system of cable-supporting pulleys or sheaves movable independently of the cable, and brushes or sweepers attached to and movable with the chain or system of pulleys or sheaves, substantially as herein described.

5. The combination, with the track-rails, and a tunnel between them having at the top a slot, 7), of the struts or braces 0, supporting the rails at their outer ends and extending inward and downward to the tunnel, and the tierods D, extending from the side pieces of the tunnel adjacent to the slots and serving to confine the outer ends of the braces G, the said tie-rods being provided with screwthreads and nuts, whereby tension may be applied to them to draw or strain apart the side pieces which form the slot, substantially as herein described.

6. The combination, with the track-rails A A, and the tunnel between them having the slot 1) and the brackets g, projecting laterally from its sides, of the longitudinal stringers K, on which the rails are secured, the divided cross-ties L, supporting the stringers and having their inner ends resting and supported on the lateral brackets g, the braces 0, supporting the stringers, and tie-rods D, extending from the side pieces forming the slot b to the stringers K, and provided with screw-threads and nuts, whereby tension may be applied to them, substantially as herein described.

OREL D. ORVIS. NELSON B. ADAMS. \Vitnesses:

O. HALL, FREDK. HAYNEs. 

